Carburetor

ABSTRACT

An improved carburetor having at least one throat wherethrough air is drawn from the atmosphere into an intake manifold. The throat includes an interior wall which is essentially cylindrically shaped. A fuel discharge conduit has a generally horizontally mounted perforated flanged plate at its lower end which is positioned in the uppermost portion of the throat for discharging fuel into the throat in order to mix with the air.

Umted States Patent 1191 1111 3,873,650 Lamkin Mar. 25, 1975 [541 CARBURETOR 829,677 1/1952 Germany 261/78 R 6] n entor: Clifford L. Lamk n, 1602 ills 1,010,806 3/1952 France 261/78 R Wichita, Kans. 67216 [22] Filed: Sept. 10, 1973 Primary Examiner-Tim R. Miles pp NO-I 395,567 Attorney, Agent, or Flt!tl-.l0h1t H. W1ddowson [52] US. Cl. 261/78 R, 261/D1G. 39 [51] 1111. c1. F02m 7/02 1571 ABSTRACT [58] Field 01 Search 261/D1G. 39, 78 R An improved carburetor having at least one throat References Cited wherethrough air is drawn from the atmosphere into UNITED STATES PATENTS an intake manifold. The throat includes an interior 1,187 826 6/1916 France 261/D1G. 39 Wall which is essentially Cylindricany Shaped A fuel 1,211,087 1/1917 Clark 261/139 discharge Conduit has a generally horizontally 1,795,898 3/1931 Schneider 261/D1G. 39 ted perforated flanged plate at its lower end 2,681,216 6/1954 Knecht 261/78 R which is positioned in the uppermost portion of the 3,332,231 7/1967 Walsh 261/78 R throat for discharging fuel into the throat in order to 3,347,536 10/1967 Sutton 261/D1G. 39 mix with the m FOREIGN PATENTS OR APPLICATIONS 809,993 3/1959 QniLed Kingdom 261/78 R 2 Claims, 3 Drawing Figures 1 CARBURETOR 1. Field of the Invention This invention relates to a carburetor. More specifically, this invention provides an improved carburetor with a novel air/fuel mixing chamber which achieves better emission controls for automobiles.

2. Description of the Prior Art Conventional carburetors include venturi type restrictions in the air/fuel mixing chamber for increasing the velocity of the flow of air which passes through it and for producing a vacuum at the point of maximum restriction. A carburetor jet is precisely positioned at the most restrictive point for discharging fuel into the air/fuel mixing chamber. The difference between the pressure of the open carburetor jet at the venturi and the pressure on the surface of the fuel in the float bowl causes the flow of fuel. Because of varying conditions such as engine speed, load on the engine, etc., perfect carburetion with conventional carburetors is very difficult to attain.

A major difficulty encountered in designing conventional carburetors results from the fact that the rate of airflow through the air/fuel mixing chamber of the carburetor varies in a ratio of more than 100 to 1. This is primarily a direct result of changes in engine speed and makes it difficult to maintain a relatively constant air/fuel ratio for good emission control standards and good gas mileage. In order to improve emission controls to come within the guide lines of governmental regulation, smog control equipment is employed in combination with the conventional carburetor, but these control devices are uneconomical because they lower the number of miles that can be obtained with a gallon of gasoline. Therefore, what is needed and what has been invented by me is an improved carburetor without the foregoing major deficiencies, and one which is neither taught nor suggested by the prior art.

SUMMARY OF THE INVENTION The present invention accomplishes its desired objects by broadly providing an improved carburetor including a body having a fuel float reservoir, 21 fuel inlet to supply the fuel float reservoir with fuel, at least one throat for mixing air and fuel, at least one arterial conduit including a means for diffusing attached thereto for conducting fuel from the fuel float reservoir and dispersing it into the throat, and a throttle valve pivotally connected within the throat for varying the amount ofair/fuel mixture that enters the intake manifold. The improvement comprises the throat having an interior wall which is essentially cylindrically shaped. The diffusion means is positioned in the uppermost portion of the throat and includes a cylindrical hollow member arcuately extending from the arterial conduit into the throat. A circularly shaped flanged member is horizontally mounted on the end of the hollow member and includes a structure defining a multiplicity of apertures.

It is therefore an object of the present invention to provide a carburetor which is capable of maintaining a relatively constant air/fuel ratio for better emission controls.

It is another object of the present invention to provide a carburetor which improves atomization of the fuel to yield more miles obtained per gallon of fuel burned.

It is yet another object of this invention to provide a novel carburetor which is relatively economical to manufacture, and one which does not have to have smog control devices combined therewith for emission control.

These, together with various ancillary objects and features which will become apparent as the following description proceeds are obtained by this novel carburetor, a preferred embodiment is shown in the accompanying drawing, by way of example only, wherein:

BRIEF DESCRIPTION OF THE DRAWING DETAILED DESCRIPTION OF THE INVENTION Referring in detail now to the drawing, wherein simi' lar parts of the invention are identified by like reference numerals, an improved carburetor, generally illustrated as 20, includes a fuel float reservoir, generally illustrated as 22, having a float member 24. A fuel inlet 26 supplies fuel 21 to the fuel float reservoir 22. Carburetor 20 additionally includes at least one throat 28 having interior walls which are essentially cylindrically shaped in order to provide turbulence and better mixing of the fuel and air than from conventional carburetors which utilize a venturi type throat. An arterial conduit 30 is in communication with fuel float reservoir 22 and includes a cylindrical shaped hollow member 32 attached thereto and arcuately extending therefrom into the uppermost portion of the throat 28. A circular flanged member 34 is horizontally mounted on one end of hollow member 32 and is generally situated on the axis of cylindrical throat 28. Flanged member 34 includes a structure defining a multiplicity of apertures 36 vertically disposed. A throttle valve 38 is pivotally connected within throat 28.

With continual reference to the drawing for operation of the invention, fuel 21 enters fuel float reservoir 22 through fuel inlet 26. Float member 24 buoyantly floats on reservoir 22 for maintaining the operating characteristics of the carburetor 20 and its atomization of fuel as nearly constant as possible. Pressure differential between the atmospheric pressure existing on the surface of fuel 21 in the float reservoir 22 and the pressure within throat 28 wherethrough air is being with- .drawn from the atmosphere into an intake manifold (not shown in the drawing) causes fuel 21 to flow from fuel float reservoir 22 through hollow member 32 via the arterial conduit 30 in order to be dispersed within the throat 28. The wider throttle valve 38 opens the more air is passed through throat 28 and the more fuel 21 leaves the reservoir 22. Circular perforated flanged member 34 in combination with the essentially cylindrical contours ofthe throat 28 causes more turbulence within the throat 28 and better atomization of fuel than can be achieved with conventional carburetors which utilize venturi type throats. The turbulence yields a relatively constant air/fuel ratio notwithstanding the speed of the automobile.

My invention will be illustrated by the following set forth examples which are given by way of illustration and not by any limitations. All parameters such as miles per hour, miles per gallon, the number of barrels in the carburetor, air/fuel ratios, grams of emission gases per mile, etc., submitted in these examples are not to be construed to unduly limit the scope of my improved carburetor.

EXAMPLE I An automobile having a 383 cubic inch engine with a two-barrel carburetor manufactured in accordance with my invention was dynamometrically tested. ldle engine air/fuel ratio was 14.5, and at 50 m.p.h. the air/fuel ratio was 15.2. After hundreds of miles of driving it was discovered that the weighted mass emissions (grams/mile) of carbon monoxide, asundry hydrocarbons, and nitrogen compounds were 17.70, 3.55 and 3.27, respectively. At 50 m.p.h. the automobile obtained 20.5 m.p.g., and at 60 and 65 m.p.h., a gas consumption of 19 and 18 m.p.g., respectively, was obtained.

This same automobile was again dynamometrically tested but my novel two-barrel carburetor was replaced with a conventional two-barrel carburetor. The same number of miles were driven and at the end the previously mentioned weighted mass emissions were much higher and did not meet the current governmental standards. Gas consumption was also much higher. At 50 m.p.h. the automobile was getting 17 m.p.g., and at 60 and 65 m.p.h., a gas consumption of only 16 and m.p.g., respectively, was being obtained.

EXAMPLE 11 An automobile having a 440 cubic inch engine with a four-barrel carburetor manufactured in accordance with my invention was dynamometrically tested. After hundreds of miles of driving, it was discovered that the weighted mass emissions (grams/mile) of CO, asundry hydrocarbons, and nitrogen compounds were 28.82, 4.15, and 2.38, respectively, At 50 m.p.h., 6O m.p.h., 65 m.p.h. and 70 m.p.h. the gas consumed was 17.5 m.p.g., 15.34 m.p.g., 15.25 m.p.g. and 14.5 m.p.g., respectively.

This same automobile was similarly tested with a conventional four-barrel carburetor and it was discovered that the aforementioned weighted mass emissions were much higher and were not within governmental standards. The miles per gallon obtained at 50, 60, 65 and 70 m.p.h. with this conventional carburetor were 13.50, 13.56, 12.34 and 12.58, respectively.

EXAMPLE Ill The automobile of Example 1 with my novel twobarrel carburetor is dynamometrically tested in accordance with Example 1. The air/fuel ratio is between about 14.5 and 14.7 notwithstanding the speed of the automobile. After many hours of driving it is discovered that the weighted mass emissions (grams/mile) of CO, asundry hydrocarbons, and nitrogen compounds are well below 15.0, 1.5 and 3.1, respectively. The gas consumption at any speed up to about m.p.h. is better than about 17.5 m.p.g.

Thus, by utilizing my novel carburetor with any conventional piston driven automobile, it will be discovered that the gas mileage can be greatly increased. Also, my novel carburetor results in an automobile having better atomization of fuel, and better control over air/fuel ratio to improve emission controls to meet future governmental standards.

While the present invention has been described herein with reference to particular embodiments thereof, and specific examples, a latitude of modification, various changes and substitutions are intended in the foregoing disclosure, and in some instances some features of the invention will be employed without a corresponding use of other features without departing from the scope of the invention as set forth.

I claim:

1. In a carburetor having a body, a fuel reservoir in the body, a passageway for fuel and air through said body, and a throttle valve mounted in said passageway to vary the amount of fuel/air mixture passing through said carburetor, the improvement therein and therewith, comprising:

a. said passageway being essentially cylindrically shaped,

b. a diffusion means mounted in said passageway upstream of said throttle valve,

c. an arterial fluid conduit communicably connecting said diffusion means and said reservoir,

d. said diffusion means having a cylindrical hollow member having a first end communicably connected to said arterial conduit and a second end generally axially positioned in said throat opening toward said throttle valve, and having an essentially circular flanged member rigidly secured in its center portion to said second end, and

e. said flanged member having a plurality of apertures therethrough for the passage of air, with said apertures being in spaced relation.

2. The improved carburetor of claim 1, wherein:

a. said flanged member is transverse to said throat,

and

b. said flanged member is substantially spaced from said throttle valve. 

1. In a carburetor having a body, a fuel reservoir in the body, a passageway for fuel and air through said body, and a throttle valve mounted in said passageway to vary the amount of fuel/air mixture passing through said carburetor, the improvement therein and therewith, comprising: a. said passageway being essentially cylindrically shaped, b. a diffusion means mounted in said passageway upstream of said throttle valve, c. an arterial fluid conduit communicably connecting said diffusion means and said reservoir, d. said diffusion means having a cylindrical hollow member having a first end communicably connected to said arteriAl conduit and a second end generally axially positioned in said throat opening toward said throttle valve, and having an essentially circular flanged member rigidly secured in its center portion to said second end, and e. said flanged member having a plurality of apertures therethrough for the passage of air, with said apertures being in spaced relation.
 2. The improved carburetor of claim 1, wherein: a. said flanged member is transverse to said throat, and b. said flanged member is substantially spaced from said throttle valve. 